Automatic electrically-actuated train-control system.



E. GRCUTT, BECD.

E. N. HUTC-H|NS E. E. EMd'ES. ADHINISTRAYORS. AUTOMATIC ELECTRICALLYAcuw Timm omoL SYSTEM.

APPucATw'N min oct. u. me.

Patented Nov. 19, 191s.

SHEETS-SHEET 2.

E. L. ORCUTT. DECD. E. n. HuTcHms a E. s. mais. Anmmsmrons. AUTOMATICELECTRICALLY ACTUATED TRAIN CONTROI. S

APPLlCATiON FILED OCT- H |916. 1,285,345.

YSTEM.

Y Pateed Nov. 19, 1918.

TSHEETSSHEET 6.

E. L. ORCUTT. DECD.

E. N. HucHlus a. E. E. EAMES. Anmmsmmons. AUTOMATIC ELECTRICALLYACTUATED TRAIN CONTROL SYSTEM.

APPLLCAT'ON FILED DCL lvl. 1916. Y Y Paentea Box'. i9, 1915.

7 SHEETS-SHEET 7- nieren sans rennen EDWARD L. ORCUTT, DECESED, LTE 0FSOMERVILLE, MASSACHUSETTS, BY 'ELMER N. HUTCHENS AND EDWARD E. EAMES,ADMINISTRTES, OF SMERVELLE AND WGRGESTER, MASSACHUSETTS,BESEEECIILIVELY.V SSIGNORS 2O ORCTT AU'TQMTIC TRAINKGONTROL COMPANY, E.J'OR-CESTER, MASSACHUSETTS, A CQRPORATION OE ARIZONA.

VSpecifeaton of Letteriff aient.

atenteti Non. i9, i913.

Application filed October 11, 1916. Serial No, 125,110.

'To all whom it may concern Be it known that EDWARD L. Onon'r'r, late acitizen of the United States, and a resident of Somerville, in thecounty of Middlesex and Commonwealth of Massachusetts, deceased,invented a new and useful Improvement in Automatic Electrically-AetuatedTiainontroLSysteins, of which the following is a speciication.

This invention relates to systems for preventing railroad accidents,such as collisions, derailments, running on to open switches, ete., bymeans of electrical appa ratus and circuits carried by the trainy andarranged to cooperate through` ramps or Contact plates located in `theblock-section in which the train is running with apparatus and circuitsconnected to and asso .ciated with the next block ahead. 20

The general object of the invention is to provide. means whereby a trainmay automatically he brought to al stand-still in a given block when tlnext bloeit ahead has been rendered unsafe i'rom any canse, such 'forexample as a broken rail7 an open switch, or the presence of anothertrain therein;

to stop the train in a given block when any road hed circuit or" theblock ahead is opened or the road bed apparatus of such blockshort-circuited or otherwise disorganized:

and to stop the train whenever any trainv circuit is opened or the trainappar: tus short-circuited or rendered incapable of performing itsintended function.

A particular' object of the invention to provide means whereby anormallyenergized air-liraie-eontrolling electro-magnet carried by the train isdenergized when the block in advance of that in which the train isrunning has been rendered unsafe or when any train or road hed circuitor apparatus is for an7 reason rendered inoperative, and by suchdenergization causes the application of the air-brakes.

Another obj ect is to provide means whereby the magnetic attraction of anormally energized train-carried electro-malejnet` is counter-balancedby the pressure ot a spring so as to maintain the circuit of theairbralre-cmitrollingr magnet normally closed, and whereby npon ei erthe denergization or the over-energization of said electro-magnet thecircuit of said air-braite-controlling magnet is opened andthe circuitsof certain signal indicating devices connmltated so that the signalindication will be altered'.

A further object of the invention is to provide means whereby a switchin the block ahead of that in ,which the train is running may be lockedin closed position 'by the cooperation' ot said train and read bedcircuits and subsequently unlocked when the train approaches quite closeto the same or immediately after it passes said switch.

To these and other ends ten'dinA to iinprove and simplify systems ot'this general type and increase the eiiiciency oi the same, the inventioncontemplates the use ot two closed train circuits conn-: cl in paralielto a suitable source ei electricai enerffy, the one by a magneticallycontrolled commutator governing the other. and the latter in vturngoverning the air-brakes or other trainstopping mechanisni, togetherwith means whereby one oi said circuits may he momentarily broken at agiven point in every ioelt and then instantly closer,L by heing 'loopedinto one of the road bed circuits connected to the block ahead, so thatthe condition of said two closed circuits will be altered or notaccording to the condition of the bloc-lr in advance oi" that in whichthe train is runnine,

The invention also comprises an electromagnetically mnt-rolledeommutator at the end of every block whereby the current intensity inthe alt-ove nxentioned circuit Jformed hy looping a train circuit into aroad the apparatus and circuit arrangementsand .a-.rail 2, the componentparts of Vwhic a partv of this specification diagrammatically ofthetrain and road bed circuits at a point in the block preceding that Ainwhich the switch is located.

Various other features of novelty will hereinafter be described andparticularly set c Vforth in the appended claims.

The'drawings which accompany and form represent several embodiments ofthe invention; ,but it will be understood that both actuated .traincontrolling system embody- .ing thepresent invention, the .severalmovcooperation 'with the road bed circuits. Fig.

fried byr Said mov-ing Parts ing partsv ofzthe train and track apparatusbeing represented in the positions which they occupy before the traincircuits are 1n f1* lshows a modilicationof the track com- -.mutatonFig. 2 shows the gositions occuuring the cooperation of the train androad bed circuits when th`e block ahead of the train is safe.

Y 2a shows'the 'position offthe modified track commutator when the blockahead of.

l`the train issafe. Fig. 3 shows the positions ,assumed by said movingparts when the `block ahead of the train has been made unsafe by beingshort-circuited by another train or metallic obstruction, or by thebreaking. of one of the membersof the sectional rail.` F ig. 4 shows theposition of said movl. ing parts when vsaid block has been renderedvunsafe by the breaking of the continuous ysystem ifepresented'in 'F ig.5. I v

Eajlhl of the guresrepresents 'a block sec- .the Joints of which rail.Fig. 5 is a diagram showing the system of Fig. 1 provided with switchlocking .and unlocking apparatus,the moving parts being shown in thepositions which` they occupy before the coperation of the' train y Fig.6 shows fthe posit ons of lsaid moving arts after the-coand oad bedcircuits. operaiy ion of the 'train' an road bed. circuits `lwhenA Etheblock ahead of the train is safe,

,the swi'tch locking apparatus being shown inlocki jg position. F1g. 71s a fragmentary @Sectionalview representing the preferredy:"c'onstrlition of certain electro-magnets em'- iployed' the present system. Figa-8 isa sectionL fview representing the `constructionoilithe'iing tim-switch locking mechanism. Fig.- 9 1s aI nl..

.tioli consisting of 'a rail 1 .are

:bonded to insure el ctrical cQntinuityl7 are also electrically bonded,but, th 'sections of ,which fare insulated from lthe.; rfmtiguous"sections 2', 2', the' .electrically continuous `venience ofillustration the rain cetro-magnet employed for actuab.

ramyshowing a modification' ofthe portion of each section 2, 2', 2f',etc., beingzo-extensive with the length of the block section. The rails1 and 2 will hereafter be referred to as the continuous rail and thesectional rail respectively. Located between the ends of each sectionalrailfand preferably at a point some distance from the forward end of thesame is a ramp lor contact plate or rail 3 arranged parallel to therails 1 and 2 and adjacent to one or the other so that a shoe carried bythe train can make electrical contact with the same. .For con- 3 isshown at the end of section 2 and adJacent tc the outer side of rail 1,but it will be understood of course thatv said ramp may be placedadjacent to the outer s'ide of the rail 2 or may be located between therails. The' ramp 3 by means of a conductor, which may includetheresistance 4, the sectional rail 2 and the conductor 5 is connected toone terminal of' the track magnet 6, theother terminal of which isconnected to the continuous rail'by the conductor 7.

' Arranged parallel to the ramp 3 is' a somewhat shorter ramp 8 soarranged that its coperating shoe doesnot strike the same until afterthe other shoe has made contact l.

with ramp 3 and having its forward end.

yinthe rear of that of ramp 3 so that its shoe will leave the samebefore the other shoe breaks Contact with ramp. 3. 4 By means of aconductor 9 preferably. carried by the'tele-v 4 graph poles beside thetrack the ramp 8 is connected by vway of the trackcommutatorhereinafterdescribed to the continuous rail.

The magnet 6 preferably is of: the .plunger type and as shownin Fig. 7its armature 1l will be attracted to thelowerend of the sheath 12surrounding the coil and to the lower end of the hollow core 10 in whichthe plunger -10 has a sliding fit, the sheath being provided with a cap13 havingan adjustable stop -14 to limit the lowermost position o1' saidarmature. such an electro-magnet are shown in Patent No. 1,114,642,dated October 20, `1914, and

j need not be-further specified herein. The

plunger 10 carries a commutator 15 herein called the .track commutatorand comprislng in the form ,shown in Fig. l two conductarranged tocoperate. A resistance 2O is connected between the brush 18 and thecon-v "ductor'7 which is directly connected to brush 19, -so that theramp 8 by means of said con- The 4details of Alng rings 16, 17 withW-hich two pairs of.. A brushes 18, 18', and 19, 19', respectively, are

when the brushes 18, 18 make contact with the ring 16, the ramp 8 isasbefore connected with the rail 1, but when said brushes `are out ofcontact with said ring the circuit a pair of ramps such as shown at 3,8, connected to the next block ahead' and to appara-tus associated withthe far end of such block identical with that shown in Fig 1.

It will also be understood that the present invention is not limited toelectro-magnets of the type shown in Fig. 7 or to a track commntator ofthe type above described and that throughout the yspecification andclaimsr the terni coniinutatoi unless more particularly specified isemployed to designate an apparatus whereby circuit connections may, hechanged. While a solenoid type' of magnet actuating a commutator of thekind shown is preferred, it is possible tov use a commutator -of therelay type having a pivoted armature such as shown in Patent No.1,137,660, dated April 27, 1915. The commutator and its magnet arelocated vpreterably on a telegraph pole beside the track.

For conrenience of identilication the ramp 3 will be hereinafter re.ferred tov as the track-magnet ramp and the ramp 8 as the"track-coniniutator ramp. Carried by the* train and preferably by thepony truck of the locomotive-is a Contact shoe 21 of any suitableconstruction and herein shown as a downwardly curved member of springmaterial fixed at one end and resting on the stop 21 at the other, thecurved portion of said shoe being arranged to ride up upon the ramp 3and make electrical contact therewith. The shoe 21 hereinafterdesignated as. the track-magnet ramp-shoe is oonnected by wire 22 to onepole 23 of the source of electrical energy 24, herein shown as a dynamoelectric machine preferably operd ated by a steam turbine as describedin said Patent No. 1,137,660. rlhe other pole 25 ot said source isconnected to the continuous rail 1 by the conductor 26 and the Contactmember 26 which as shown may be one of the locomotive'whecls. f

The shoe 27 similar in construction to shoe 21 and hereinafter referredto as the track-commutator rainp-shoe is alsoixed to the train andpreferably to the pony truck of the engine and arranged to make contactwith the trackoinmutator ramp.

The free end of the shoe 2 7 rests againstthe stop 28 which is connectedby the *ze nal indicating device herein shown sist-ance 29 and theconduct-or i6 to the pole 25 of the generator. The resistance 29 issubstantially equivalent to resistance 20 so that when the shoe 27 is inengagement with the ramp 8 and the resistance 29 thereby cut out. ot'the circuit formed by the cooperation of said shoe and ramp and by thecooperation of contact member 26 and continuous rail, the resistance 20by itssubstitution will be eifective in preventingr any material changein the current intensity of said circuit. The fixed end of the shoe 27is connected by wire 30 to the cab or oo ntrol magnet 31 and the otherterininaliikof the latter is joined to the pole 23 of the gein, eratorby conductor 32, so that normally there is a closed circuit through theresistance 29 and the cab magnet, the resulting normal energization ofthe latter maintaining the cab commutator in the position shown inFig. 1. The comniutator 23 is provided with three pairs of brushes 34,34 arranged to cooperate with the ring 35, 3G, 36 arranged to coperatewith the ring 37, and 3S, 38 arranged to cooperate with the ring 39. Thebrush 36 is connected by conductor 40 to the air-brake-controlling ortrain-stopping magnet 41, the other terminal of which is 'connected bywire 32 to pole 23 of the generator. The brushes fll,

36', 3 8 are connected to the pole Q5 of theV l generator' so that whenthe apparatus is in normal condition ,there will be a closed circuittroni the generator through the airbrake-controiling magnet by way ciring 37 and its cooperating brushes. A safety siga lamp #l2 is connectedin parallel to the inagnet Ll1 by the wires 42', 43. A danger signalindicating device 44 herein shown as a lamp is connected b v wire ell totheA brushes El, which are joined together, and by the wires and to thebrush 23 or' the dynamo. lt will be noted that when the apparatus 'is innormal condition there will be a iow of currenttlirougli' the signaldevice 42 by way of the ringT 37 and itsl cooperating brushes, and thatthe other two pairs ot' brushes are normally in contact with theinsulation portions of the commutator so that the danger signal deviceil is not actuated.

Means must be employed for :ounterbalancing the norinal magneticattraction of the armature ot' the cab magnet so that the ring 37 may bemaintained in coperation with the brushes 36, 36 and while variousdevices may be employed for this purpose mutator due to the vibration ofthe inovof the cylinder Aand is arranged to bear against the top of thecommutator when the latter is in normal position. The piston 48 has astem 49 `threaded to and projectring through the top of the cylinder,said a pressure of which on the 'lower pistonv and hence on thecommutator.mayl beadjusted by turning the head .5Qjto counterbalance themagnetic attraction of the magnet 31 so as to maintain the commutator-33 substantially stationary 'during the normal energizationI of Isaidmagnet. When the magnet 31 is over-energized the spring 52j will befurther compressed by; the action' of the commutator and sliding; pistonthere-` en said magon as shown in Fig. 3, and 'w net 1s under-energizedor denerglzed4 the armature 11 will fall downto its back stop 14and thecommutator 33 will fall away from the stem47 of lthe sliding piston asv4indicated in Fi 4. When the commutator is maintained m equilibriumbetween Athe two opposin forces the sliding piston is not necessari y incontact with the bottom of the cylinder 45 as shown in Fig. 1.

v The magnet above referred 'to as the airbrake-controlling magnet maybe employed ,to control the Voperation of the air-brakes, the enginethrottle, or the track sander, or

any two or alll three, and preferably asl shown it is used to controltheair-brake in the following manner: Secured to the plunlger rod of saidmagnet is a valve 53 'arranged to rest when saidmagnet is energlzeduponthe seat 54 in the casing 55 4which is mounted upon the back yoke 56 0fsaid magnet and. thereby close the port 57 which otherwise-wouldcommunicate 'w th the atmosphere bythe passage 58.v The cas-v ing 59 ofthe blanking valve (not shown) is mounted upon the valve casing 55, andinsulated, therefrom by means of the bushing 60.-L The casing 59 isprovided with a passageway 61 which will be put into communication withthe atmosphere, when the valve 53 is olf its seat and thereby eiiect theapplication of the air-brakes in the manner described in Patent No.1,114,642 andfin the improvement thereon disclosed in the application ofEldridge I. La Count, Serial No. 125,112, filed October 11, 1916.

The operation of the system above described is as follows: Before theshoes have made contact with theiri'espective rampsv magnet circuit,viz., the circuit- 3, 4, 2, 5,

6, 7, 1, 26, 26, 24, 22, 21, said magnet con- 4 sequently' denergizcd,its armature 11 forced down on the backstop 14 by the spring 15 and thebrushes 1 9, 19 in contact with the ring 17. The circuit of the' magnet31 is closed, this circuit being hereinafter termed the control-magnetcircuit, viz.,

'- the circuit 23, 32, 31, 3o, 27, es, 29, 26, 25,

and the armature of said control-magnet is about midway between thejbackstop 14 and Athe lower ends of the sheath 12 as indicated so that 'thebrushes 36, 3 6 make contact in parallel with the magnet 41 isenergized., The danger signal device 44 having one ter minal connectedto the brushes 34, 38 4which rest upon the insulation mutator33 isdenergized.

portions of the com- Y As soon as the shoe 21 comesin contact withA thetrack-magnet ramp 3 thetrackmagnet circuit is closed, the armature ofthe track-ma et drawn up and the ring 16 placed into coperation with thebrushes 18, 18', thereby cutting the relsistance 20 into thetrack-commutator circuit, andthe contact between ring. 17 and -brushes19, 19 is broken, as shown in Fig. 2.

Shortly afterward the shoeA 27 makes contact with the track-commutatorramp 8 and' thereby loops the control-magnet circuit into thetrack-commutator circuit,.the shoe 27 breaking Contact with its stop- 28and lthereby cutting the resistance 29 out of circuit, said resistancebeing replaced by an equivalent resistance 20. In other words thetrackcommutator circuit is closed be tween the shoe 27 and its ramp andvmay now be traced as follows, viz., starting from 'brush23 of thegenerator to conductor 32,

control magnet 31, conductor 3,0, shoe 27, ramp 8, conductor 9, brush18, ring 16, brush 18, resistance 20, conductor 7, continuous rail 1,contact Imember 426', and thence back to the other brush -25 of thegenerator by conductor 26. The momentary opening of the control-magnetcircuit willnot suiiice to denergize the control-magnet for practicallysimultaneously with such opening said circuit is closed in the mannerabove indicated so that' the current intensity in the circuit of saidmagnet is not appreciably altered and the commutator and its associatedapparatus maintain their normal positions, the-magnet 41 and lamp 42being energized as before and the lamp 44 being denergized. f

When the ring 17 and its associated brushes are omitted as shown inFigs. 1,a and 2, the track-commutator circuit is'normally open 'at thecommutator as well as at to its front- Astop 12.

"emp lont in sncli oase the energzation i the traen-magnet will ont theresistance Circuit as indicated in Fig. 2

n its e directly connected to the eontinutisrongli the brushes 19, 19and ring ulte in materially increasing #ngtli of the enrrem energizingthe @ont olunng'net so rliutbeing over-energized its armature 11 'willhe (ilrewn up 'to its front stop l2, the magnetic attraction overcomingthe tension ot' the spring unil the ring 3l' will he :novell nwny fromthe liruslies Si?`v 15(5, thereby opening the circuit ot the:xibrake-controlling n'ingnet -ll und closing the Circuit of the (langerlmnp 44; by wey ot' the lnushee S4. Si :unl ring 35. The delenergixntion ot' the magnet l plaie-es the passage @l inte communicationwith the Y l in tie particular einhodinn-Xnt "ni'i'uil'io i shownhereinq and thereby 1 Y imtion ol1 the :liebre-kes in nore tnlljf(leserihefl in Patent Lilll. The nir-brakes will reuniin ntil the vulve,325 is again brought up to its t L or until the ual'iunrt to the engi-'faire 'milch is controlled hy the ningnet l 9- rut ou; in the munnerfleserilieil in the upplirntion et lllllrillgje l. Ln Count. nl, :e mlto. il: the trzifk trouble is remedied whilev the elio-'fs nre on theirrespeeH tire ramps. the mlm 525 will he elosed when the engin' ,rognrnt'ns ai vulve to rut ofi' the nir gn'essnre troni the passage 31:is {le- Soriieil in the :ippliruton ot lllilrillge i. La (foi il n'oi-eenid. for iu Snell ense the magnet 3 will he energized :is soon nsthe short-circuit removed or the continuity of the sectional i ilrestored unil the resistance fil) therein' into thil traten-vonunutntorcircuit whereupon the rontrol lmagnet will :iss'uine the position shownin Figs. l und 2. It. hfnvever. the Shoes have run over theirrespfirrtir'ig, ruhr hei'ore the train has been eoyml the rcenling loure ol the controlthe continuons rail .and the resistance 2O ont out ofcir-cuit, the magnet 3l will. be deenergizetl, its armature. will t'filldown to its back stop, the circuit et magnet il will ne opened betweenthe lirnsliee EG, and the circuit of the den! ir lmnp l Yi'l he closedvtlniruinh the ring; 39 Vin suoli cese of Course y ne in thofe prece. n:the trein will be lirouegh" to u standstill. riionict ine tinck beSliort-eireuited es shown :it 6:2 or the rail hrolien es shown nt (lhwith the remit, that the parts uSSune the positions shown in Fifi. 3,the magnet, El "DeinzeV over-energizech and then the conductor 9 or theconductor 7 or any other portion of the tra(fk-connnutzitor circuit bebroken, the magnet 3l would become rlenergized and the parts would in-Stnntly assume the positionsy indicated in Fig'. el.

A shirt-circuit. across the track-*magnet or the track-connuututor lendsobviously would have the sanne effect as the hort-rirouiting of thetrack by another trnin or otherwise so that in Iboth enses the refstunre20 would he ont out und the nnignet 3l over-energized.

Obviously any mieli-np to the trein crirruits would result in stoppingthe train, For eximple if the circuit ot the air-brzikeeontrol ling'nnigrnet should he opened or the magnet itself short-cireuited, theresulting denergimtion ot' nid magnet would canse the valve 53 lo leavesont, und similarly the opening* ot' the control-nnugnet or theshort-circuiting ot' the suine would result in breaking the circuit ofthe magnet vl-. Should the conductor which onneets the generator-to theshoe 2l ghe broken the track-ningnet eirruit would not he elo 1e1l bythe rolierntiiim of .will -shoe with its ruinp :mtl the controlnmgrnetwould he over-energized :is soon :is the irzzel -eonunutator ramp-shoennnl@ eontzu-t with its rzunp Shoulil the conlm :"6 whieh connects thegenerator willi ihe Contact member 26 'he lirolren, the truckoonnnututorcircuit would not he closed when the trurlvconiniututor muuu-shoecooperated with its ramp t, and the control-magnet in surh(-:isejv'oulil he flernergized` it will 'ne noted that the circuitswhereby the :magnets El l ure energized (lo not inehule the lamps 4.., lin serien so that, these lamps. whirh ure not entirely essentiel to thesystem, might he destroyed and the Circuit therethrough brokenwit-lient. effecting the operations above set forth.

Where'the modified-form of track-commutator shown. in Figs. V1." and 2is employed, it will be dbviousftha't liything that prevents theenergizationoffthe track-magnet will prevent the'closr ofthetrack-'commutator circuit throng'hgstifiel rin 16 'and that' thereforethe short-ci`rcuit o thetrack or sixty feet in length and its coperatingshoe the setting of the track-commutator tothe". position shown in Fig.2. Obviously' the.. -'shoe'27 must break contact with its ram beef forethe track-magnet circuit hastween shoe 21 and rampB.

the breaking of either rail 'will' result in the denergizatlonof thevcontrol-magnet A31 that the cab,- coinmutator 33 will take the position'shown in Fig.- 4 `with lthe "result al ready set forth.

The track-magnet ramp`3 should beabl'o-uty should strike the same longenough before' shoe 27 makes contact with ramp '8 to Apermit theenergization 'of the track-magnetand,

n. opened'by the 4breaking of the contact The system above described Pi.vided with-apparatus whereby fthe ex" a tion ofthe train circuits withtherovbed circuits will lock a switch'in the block ahead of that inwhich the train is' runnijandams l'o'ck the same shortly before or 30after the tra-in passes lsuch switch.-

An apparatus.. and its associated #circuits for accomplishing this:re's'ult is7'`sl101\f'l i' in Figs. 5,- (i and ,9.'. The. switch hereinrepresented as a stlih-switch -is 'shown a't'ft the 35i switch'raiig-.being'pivotd-at 66, 66; an the wire 67 is 'fem loyed to indicatethe' maint' nance of the e ectrical continllt of' thelra '1,suchfcontinuityin j,

l I 'ractice z'ng*iiftiinV tained by the frog whi e bonds '68, 68 indi`Acate the-electrical connection' between'the' proximate ends of the trackrails/and .the

switch rails, thefree ends of the latterjslid# v ing over the plates 69in hepresent instance I lic' co and being connected b A' tie rods, 'oneof which is shown at 70.

v 'operated byv theswitch-lever-72 to open and close the switch, thepenposition of the' same being indicated in dotted lines. When astub-switch of this characternisfopened the' metallic. contact-'betweenthfs'wtch plates 69,-the track rails and thefree ends4 of the! switch isbroken but i t vwil l be'jundeltstood that the particular showingis mademerely for the purpose-,of convenlenc'eand th'atiii actual practice4switches of ,such character are em loyed vthat ywhen. opened suchlne'talzdbact 'is not broken, so that the'mere opening of such a switchwould not prevent the energization of the track-magnet 6.

The sectional rail 2 in Figs. 5 6 and 9 consists of' two portions, 2-and 2* insulated from each other as indicated at 73. The lswitch rod isprovided with an aperture 74y for receiving thc end of the plunger 75 ofa solenoid magnet to lock the switch in closed @met -he vswitch rod 71is position. The details of one form ,of solenoid magnet are shown 'inFig. 8 and consist of stationary armatures 76, 77 in the 'central `boresof which the plunger has a sliding fit.

Secured the plunger is afshulttle 78 of magnetic'material arran ed te beattracted to whichever armatureay he niagnetized .by the solenoid's 79,80. Preferably a metall-ic. sheath .surrounds the magnetsl Carried by-the plunger is acommutat'or 81.hereinafter referred to as the switch/clommutatorV associated'with which are the vl'lllshes 82, 82 arranged tomake ccnta'ct with. the ring 83i the-brushes 84, 84 and 85, 85' arrangedmake contact with the r'ing86- and the."- brushes 87, 87 arranged tomake contact with the ring 88.-

A conductor 89 connects the section 2 with the brush and a conductor 90is connected'. between the brush 84 and the con tinuous rail 1. Thebrushes 84', 85 are -joined togetherand connected by wire 91 to thesection 2b. The track-magnet ramp is electrically connected with thebrush 82', by Y -means of the wire 92 and the portion of the Wire 89.The outer terminal of the winding' A80 is connected by wire 93 to brush82 and the inner ends of both windings are con- -nected by wire 94 to-the brush 84. 'I hev A brush 87 is connected by wire' 95 with-the outer.end of the winding 79. The wire 96;

connectsthe brush 87 j-with the ramp 97 y' hereinafter referred ,to asthe switch-conn mutator ramp which is arranged in .line 10Q with theramp 8 for coperationv with the f K shoevv 27 and which as shown may belaced ashot distance in the rear of the switch if the latter is to beunlocked' before the train 'asses vthe same, or ahead of the switchllftis desired to unlock the saine after the :train has passed it. 'Fig.5 shows the positions of the several moving parts of the system beforethe shoes have made contact with their respective rempsand consequentlythe switch is untheir'ramps and when the block ahead of v thetrain 1ssafe, the switch being in such:

case locked closed bythe plunger 75 the end ofwhich is shown asprojecting through aperture 74. in the switch rod.

As soon as the shoe l21 strikes theralni/l Tthere will bev acircuitthrough the lock e magnet 80 as follows, reference being had to: Fig..5: from the generator 24 to, shoe 21,.

brush 82", ring 83, brush 82, wire 93,1"sothrough I tator will aketheposition shown in Figl" rain-p 3, track section 2, wires 89and92,

raiser- 1.10- lcked; Fig. 6 shows the position of these; p'art's 'afterthe shoes have made contact with The other circuits may' now be tracedas follows, reference being had to Fig. 6: from the generator to shoe21, ramp 3, section 2, conductor 89, brush 85, ring 86, brush 85',section 2", thence through traclninagnet 6 by conductor :E and back 'tothe other terminalof the generator by Wirev 7 and continuons rail. Thetiaekrriag1iet 6 Will be energized as indicated in Fig. 6, theresistance 20 will be out into the tracit-cornmutator circuit and thelatter may be traced as above pointed out in connection with Fig. 2. I

H however the opening or the switch will break the continuity of therails as indicated in Figs. 5 and 6, the traclrmagnet 6 will not beenergized when the srioe 2l strikes its ramp and the train will bebrought to a standstill in the manner pointed out in connection withFig, et, the control-magnet 3l in snch case being denergized.

l-loaerer, in the more practical case Where one oi'l the more usualforms ot' switches is employed the train will be stopped in the blockbehind an open switch in the following manner: li the switch is open theaperture 'EL of the switch rod will be out of alinement with the bolt 75and consequently the energization ofthe solenoid 8() will not shift theeonnnutator from the position shown in Fig. 5 to that of Fig. 6*.Consequently (reterence being had to Fig. 5) the circuit of thetrack-magnet 6 will be broken between the brush S5 and one of theinsulation portionsy of the connnutator so that the Wire 9 will bedirectly connected to conductor by way of the brush 19', ring l? andbrush 19, and the control-magnet S1 consequently overen'ergized, withthe result set forth in connection with Fig. 3.

lf the block is safe and the train passes on to the saine. thecooperation oi the shoe 27 with the switch-eoininntator ramp UT willunlock the switch and cause. the parts to assume the positions shown inFig. 5, as vtollons, reference being had to Figli: {urrent will passJfrom the generator 24- by way of the control-magnet 3l and emiductorISO to shoe 27 and ramp 9T, thence to brush ST, ring 68. brush 87.solenoid 79, conductor lli, and thence back to the generator by wireEl() and the continuous rail.

ln order to prevent the energization ot' the track-magnet l when theswitch' is open by the completion of the cirenii ot said niagnet throughearth connections or grounds the brushes St. Si are employed. Forexample. should the switch be open and the bolt thereby 'prevented 'frompassing through the hole Tl in the-manner above pointed out, an earthconnection between Sections L and 2" or between section 2 and the ramp 3would complete the Circuit through the track-magnet when both shoes werein contact with their iesl eeti\'e ramps 3 and 8. However means ofconductors-'QG and 91 which are connectedrespectively to the brushes SLLand 8i and to the rails at 98, 99, a short-circuit or path of negligibleresistance is connected across the terminals of the track-magnet so thatthe bridging of the gap 73 or an earthconnection between the ramp 3 and.section 2b would result in a iiow of current from shoe 21, ramp 3,conductor 91, brush 8l', ring 86, .brush Syoonductor 90, and thence back75 to the generator by contact member 26', and the track-magnet wouldnot be energized.

In the modification shown in Fig. 9 the brush 82 connected to the rampSso that the energy which aetnates the locking mag- Y n et 80 proceedsfrom the track-cornmutator circuit when the shoe 27 makes 'contact Withsaid ramp in a manner that will be obvious. ln this case, however, thecontrolfinagnet must be designed to be slightly sluggish and to have alarger ti1neconstant than in the,v case where wire 92 is connected tothe ramp 3, or else the track-magnet 6 must be de?" signed to be moresensitive than` in the lat-v.

ter case. The reason for this will be appar-y ent when it is consideredthat the resistance 2O must be eut into the traclt-comnnitator4 circuitsubstantially simultaneously with the cutting out therefrom of theresistance 29,

and that the resistance 2() will not be cut 95 into said circuit untilthe switch! is locked and the ring 86 brought into Contact with brushes85, 85. It is however possible to so time the several magnets that theenergization ot the solenoid 80 by current from 10.0 l

the conductors 9 and 92, brush 82, ring S3, brush 82, and conductor 93will be effected and the conimutator 81 shifted to locking position(Fig. 6) thereby permitting cnrrent from the ramp 3, brush 85, ring 86,brush 85 and section 2b to energize the track-magnet and cut theresistance 20 into the tracl-connnntator circuit, before the opening'ofthe control-magnet circuit at the contact 28 will result in thedefe'nergization. 110 of said control-magnet.

Having thus particularly described Several illustrative embodiments ofthe Ainvention ot the late Edward L. Grcutt Without however limiting thesaine thereto, what We as the administrators of his estate claim anddesire to secure by Letters Patent is:

l. ln a train controlling system, the com? bination with anelectrieally-continnous rail and a sectional rail, each sectionot which120 is eleetlically-continuous but insulated from its contiguoussections, ot a source of eleci trical energy carried by the train, atrainstopping magnet normally energized by said source. a control magnetconnected in parallel with said train-stopping magnet,Y and meansactuated by said control magnetv for opening the circuit 'of'saidtrainstopping 'magnet when said control magnetI is eitherover-energized or under-energized.

2. In a train controlling system, the combination with anelectrically-continuous rail and a section rail, each section of whichelectrically-continuous Abut insulated from its contiguous sections, ofa source of electricalA energy carried by the train, anairbrake-controlling magnet normallyT enel.-

` gized by. said source, a ,control magnet con,

nected in parallel with said air-bralfe-onf trolling magnet, and meansactuated by Said control magnet for openingv the circuit oif. saidairlbrake-controlling magnet when said control magnet is eithervover-energized 0r under-energized.

3. In a train controlling system, the com-I bination with anelectrically-continuous rail and a Sectional rail, each section of whichis electrically-continuous but insulated from its contiguous sections,of a source offelectrical energy carriedv by the train, a trainstoppingmagnet normally energized by said source, a control magnet connected inparallel with 'said train-stopping magnet, and a connnutator actuated bysaid control magnet for opening the circuit of sai'd train-stoppingmagnet when said control magnet is either over-energized orunder-energized.

` 4. In a train controlling system, the cornbination with'v anelectrically-continuous rail and a sectional rail, each section oflwhich is 'electrically-continuous but insulated from its contiguoussections, of a source of electrical'energy carried by the train, atrains'topping magnet normally energized by said source, a controlmagnet connected in parallel with said train-stopping magnet, acommutator actuated by said contro'l'inagnet for opening the circuit ofSaid train-Stopping magnet when said control magnet is. eitherover-energized or under-energized, and means for counter-balancing the.normal tion of said control magnet on Said commit tator. V

5. In a train controlling system, the combination with anelectrically-continuous .rail and a sectional rail, each sectionofwhichis electrically-continuous but insulated from itscontiguoussections, of a track-commutator, a track magnet foroperatingsaid track-commutator, said Vtrack-magnet having its terminals`connected respectively to said continuous rail and to one of saidsections at a point near the/end of the latter, a track-magnetrampjllodated between the ends of the preceding section, meanselectrically connecting said ramp .to the section to which saidtrackmagnet is, connected, a track-'commutator rampV loca-ted a'shortdistance ahead of 'said track-magnet ramp, meanselectrically-associating said trackcommutator ramp with saidtrack-commutatr, train-carried contact members arranged. -to coperaterespectively with 'said ramps, a source of electrical energy carried bythe train and having one pole connected to said continuous rail and theother to said contact members, said source being arranged to energizesaid track ma net when one of said contact members ma yes contact withsaid track-magnet ramp, a stop member for the other contact member, aresistance connecting ksaid stopmember to the pole of said is connectedto said continnous rail a control magnet connected between sairesistance and the other pole of said source, a control-magnetcommutator actuated by said control .mgnt vfslient meanscounter-balancing the normal action` of said control magnet on saidcommutator, an air-brake-controllin magnet connected to said source,said contro magnet commutator being interposed between one termiual'of,

said -air-brake-controlling magnet and one pole of said source, andmeans associated with said track commutator for varying the currentintensity in the circuit of saidcon 'trol magnet wherebyl saidcontroLxnagnet commutator will open theycircuit of said air-Ybrake-controlling magnet when said control magnetv is 'over-energized orunder-enen gized.

6. In a train controllin system, the cornbination with an electricaly-continuous rail and a sectional rail, each section ofwhich iselectrically -continuous but insulated from its contiguous sections, ofa source of electrical energy carried by the train, a train-stoppingmagnet normally energized by said source, a controlmagnet connected inparallel with said train-sto ping magnet, an insulation member a'ctuatevby said control magnet, and a conducting member carlied by saidinsulation member, the terminals of the circuit of said train-stopf pingmagnet normall being' in contact with conducting mem er. 7. 'In a.train-controlling system, a trac magnet arranged to be actuated byv asource of electrical energy carried by the train,

a track commutator operated by vsaid track. magnet, Said commutatorhaving insulating in conducting members, a circuit associated with saidtrack'commutator, and means associated with said track commutator` forvarying the resistance of said circuit according t'ol the position ofsaid commutator.

8. .In a train-controlling system, a trainstopping` magnet, a controlmagnetlfor the same, a danger-signal indicating device and asafety-signal indicatin device the cir cuits of both ofsaidlevlces.being associatd with that of saidtrain-stopping ioo magnet,acommutatoractuated' by said control magnet,' said -commutatorl'havingtwo conducting members' separated by insulation, -tWo airs of brushesarranged to cooperate palrby air, respectively, with said crnducting'.mem ers, connections from one pair of brushes to said train-stoppingmagnet and one of said signal indicating devices' and connections fromthe other air of brushes to the other of said signal indicating devices.

9. In a train controlling system, a trainstopping magnet, a controlmagnet for the same, a danger-signal indicating device and asafety-signal indicating device, 'the circuits of both of said devicesbeing associated with that of said train-stopping magnet, a commutatoractuated b said control magnet, said commutator having three conductingmembers, three pairs of brushes arranged to cooperate pair by' pair,respectively, with said conductin members, connections from one pair ofrushes to said train-stopping magnet and one of said signal indicatingdevices and connections from the other pairs of brushes to the other ofsaid signal indicatin devices.

l0. In a train contro ling system', a track magnet arranged to beactuated by'a sourcek of electrical energy carried by the train, a trackcommutator operated by said trackmagnet, said commutator havinginsulating l and conducting members, a circuit 'associated with saidtrack commutator, twov brushes associated with said track commutator,and a resistance connected to one of said brushes whereby the currentintensity of said circuit is varied according to the position of saidcommutator.

11. In a train controlling system, an electro-magnet, a commutatoractuated thereby, a member bearing against the end ot'said commutatorbut not connected thereto, a spring arranged to exert pressure on saidmember, and means for arresting the move-V ment of said member towardsaid commutatori tro-magnet, a commutator actuated thereby, a memberbearing against the end ot said commutator but-not connected thereto, a

spring arranged to exert pressure on said member, and means forregulating the degree of compression of said spring.

13. In a train controlling system, an electro-magnet, a commutatoractuated thereby, a cylinder fixed above said commutator, a piston insaid cylinder, a stem attached to said piston and projecting through thebottom of said cylinder, the end of said stem resting upon but notconnected to the top of said commutator, 4and a spring acting bycompression on said piston.

14. In a train controlling system, an electro-magnet, acommuta-tor-actuated thereby, a cylinder fixed above said commutator, apiston in said cylinder, a stem attached to said piston andprojectingthrough the bottom of said cylinder, the end of said stem resting uponbut not connected to the top l2. In a train controlling system, anelecthe train for energizing said magnet.

of said commutator, a spring acting by compression on said piston, andmeans for regulating the degree of compression of said spring.

15. In a train controlling system, an electro-magnet, a commutatoractuated thereby, a cylinder fixed above said commutator, a piston insaid cylinder, a stem attached to said piston and projecting through thebottom of said cylinder, the end of said stem resting upon but notconnected to the top .of said commutator, a spring acting'by compression on said4 piston,4 a second piston arranged in said cylinderabove said spring,

and a stem for the last mentioned piston threaded to and projectingthrough the top of said cylinder for regulating the degree ofcompression of said spring.

16. Ina train controllin system, artrack switch, mechanism for loc ingthe same in closed' position from 'a point in the block preceding thatin which the switch is located, mechanism Aassociated with said switchfor unlocking the same from a point in the block in which the switch islocated, and means comprising a source of electrical energy carried bythe` train fory actuating the locking mechanism when the train' is inthe block preceding the switch and for actuating the unlocking mechanismwhen the train is in' the blockvin which the switch is located. f

17. In a train controlling system, the

combination with an electrically-continuous rail and a sectional rail,each section of tator actuated by said magnet for making and breakingsaid conductor` and means comprising a source of electrical energycarried by the train for energizing said magnet.

18. In a train controlling system, the coinbination with anelectrically-continuous rail and a sectional rail, each section ot'lwhich is divided into two insulated portions and is insulated from itscontiguous sections, a track switch in the advance portion of one ofsaidsections, a magnet for locking said switch in closed position, aconductor connecting one terminal of said magnet to the rear portion ofsaid section, a commutator actuated Vby said magnet for making andbreaking said conductor, a conductor connecting the other terminal `ofsaid magnet to said continuous rail, and means comprising a source ofelectricalenergy carried b 19. In a train controlling system, the com-lare.

@mation withan electrically-continuous rail andasectional-rail, eachsection of which is .'divided into -'two insulated portions and isfinsulated from its contiguousy sections, a

track switchv in the advance portion of one of said Sections, a magnetfor locking said switchl in closed position, a magnet for unlockingsaidswitch, a ramp located near S'aid switch, a shoe carried by the trainfor lcoperating with said ramp, a conductor connecting one terminal ofsaid unlocking 'Lmagnetwith said ramp, a commutator actuatedby saidunlocking magnet for making 'and 'breakin connecting t e otherterminalof said magnet with lsaid continuous rail and means comprising asourceof electrical energy carried .by the train for energizing both of said Imagnets.-

20. In a train controllin system, the combination with an .electricaly-continuous rail anda sectional rail, each section of which is dividedinto two insulated portions and is insulated from .its contiguoussections, a track switch in the advance portion of one 'of saidsections, means for locking said switch in closed position, a conductorfor vputtin a short circuit across said continuous ra and the advanceportion 'of said sec- .'tional rail, and al commutator actuated by saidmeans for breaking said short circuit when said switch islocked inclosed position and means comprising a' source of electrical energycarried by the train foractuating said means' 21. In a train controllinsystem, 'the'combination'with an electrical ycontinuous rail and asectional raileach section of which is divided into two insulatedportions and is insulated from its contiguous sections, a track said,conductor, a conductor l switch in the advance portion of one of saidsections, a magnet for locking said switch, and means including a sourceof electrical energy carried by the train for actuating said magnet whensaid train is in the block' preceding that in which the Vswitch is lo-.cated 22. In a traincontrolling system, the com-y magnet forcontrolling the circuit of said control magnet, and means actuated bythe switch-locking magnet for controlling the action of said vtra-ckmagnet.

. 23. In a train controlling system, a track switch, a switch rod foropening and .closing the same, a locking member arrangedv to cooperatewith said switch rod, a double solenoid, a plunger therefor, saidlocking member being carried by said plunger, a commu tator actuated bysaid'plunger, and means whereby the circuits of said double solenoid arecontrolled by said commutator. i

In testimony whereof, we have hereunto subscribed our names.

ELMER N. HrrcH-I-Ns,

EDWARD'E. EAMES, v

Administrators with 'witt cnf/Lemert 0 the estate notalready/administered of E wa/rd L. Oreutt, deceased, testate.

